Improvement in traction-engines



u AIA HALSTFEIA E: 2 Sheeto--Sheet1 improvement in Traction Engines. No,119,138. y?, 7( Pazenedsep. 19, 18m

NNW/M995@v BENZ/7am PATE v MELVIN A. HALSTED, OF SAN FRANCISCO,CALIFORNIA.

` IMPROVEMENT IN TRACTION-ENGINES.

Specification forming part of Letters Patent No. 119,138, datedSeptember 19, 1871.

To all whom it may concern:

Be it known that I, MELVIN A. HALsfrED, of San Francisco, county of SanFrancisco and State of California, have invented a new and ImprovedTraction-Engine, of which the following is a specification: y

This isa locomotive adapted for drawing loads upon ordinary roads, forrolling and solidifying road material, and for other purposes. Theimprovements refer to several points: First, the mode of jointing thefore to the hind portion of the carriage-bed, so as to give the forwardpart an aptitude for turning to swerve the course of thevehicle.Second,thesteeringdevices. Third,

the adaptation of oscillating-engines to the purpose. Fourth, theclutches for giving independent connection of the fore-engines with oneor bothl of the fore carriage-wheels. Fifth, the automatic clutcharrangement to give facility in turning.

Sixth, the pinions on the driving-shafts actuating internal gears on thedriving-wheels, which rotate upon their axles.

In the accompanying drawing, Figure 1 is atop view of thetraction-engine looking downward. Fig. 2 is a partly side view orelevation and partly longitudinal central vertical section. Fig. 3 is aview of the under side of the engine looking upward. Fig. 4 is a frontend elevation. Fig. 5 shows a detached view of one of the clutches inits respective position.

The same letters refer to ferent iigures.

A is the fore carriage-bed, and B that of the hind carriage. Theaxle-trees C D of these bed sections are fast to their respective bedsand do like parts in the difnot rotate. The fore driving-wheels E E andhind driving-wheels F F rotate freely and independently of each other onthe respective axletrees.- The fore carriage and the hind carriage,

A and B, have each a pair of oscillating-engines.

those of the fore carriage being represented at G Gf, operating theforward driving-axle I, and those of the hind carriage at H H',operating the driving-axle J There are as many steam-cylinders aswheels, but the said cylinders are grouped in pairs, two to adriving-shaft. The four driving-wheels are independent, the internalgear of each being engaged by its own pinion K, which is thrown into orout of gear with its appropriate shaft by means of a clutch, L, shownparticularly at Fig. 5. The clutches on the fore driving-shaft areoperated automatically or by foot triggers and levers; those on the hinddriving-shaft are automatic, as will appear presently. M is the firebox5 N, the boiler; O,the chimney; P, the water- 1 tank. R are pipesleading from the steam-dome to the cylinders. The forward end of theboiler rests by a pintle, S, upon a block, S', the axis of the saidpintle being exactly in line with the kingbolt T, which secures thehounds or coupling V of the hind carriage to the fore carriage. Theking-bolt T is the vertical axis of revolution of the fore carriage A inturning. The whole of the .boiler preserves a constant relativepositionwith the hind carriage B, the fore end swiveling upon the block S on thefore carriage. The rear end of the floor of the fore carriage A is of asegmental form, the curve being struck from a center coincident with theaxis of rotation of the fore carriage inturning, so that the break isbut slight, the floors of Vthe two sections of carriage being aboutcontinuous. The segments are extended laterally, as shown at a a, so asto maintain the length of bearing on each side when the fore carriage ison a haw or a gee lock. Thefore carriage is moved by a steering-wheel,W, which operates by means of a cord orchain, fw, passing over suitableguidepulleys X on the fore carriage and on the coup-- ling-bar V toeye-bolts on the under side of the segment at a a.

The steersman or conductor stands in front of the boiler and behind thewheel, in which position he has within easy reach the treadles b b, bywhich the clutches L on the forward driving-shaft are operated. Forinstance, if the conductor wishes to turn the traction-engine haw, heplaces his foot upon the near treadle b, which vibrates the lever c andwithdraws the clutch L from its partner on the pinion K which engagesthe internal gear of the near driving-wheel of the fore carriage.driving-wheel now ceases to operate as a driver, and thepower of bothengines G G is concentrated upon the off driving-wheel, which thusassists in the work of turning. The inverse operation turns thetraction-engine gee. The foot is placed on the off treadle,disconnecting the driving-shaft from the off driver and throwing thepower of U the engines upon the near driver. The movable section of eachclutch is kept home against the pinion section of the same by means of aspring, except when forcibly withdrawn by the treadle movement, or,under certain circumstances, in

The near turning. When the vehicle is turningthe Wheels describing theouter circle traverse the greater distance, and, consequently, rotatemore rapidly than the Wheel describing the inner curve. In this oase theWheel on the outer circle is dragged around at a greater' rate than theinner one, the inclines of the clutch slipping upon each other. Themovable section of each clutch slides on a feather 011 thedriving-shaft. rlhe other section of the clutch and the pinion to whichit is attached run free on the shaft when not in engagement with thesaid movable section.

I claiml. In atraction-engine the division of the floor 011 a segmentline, substantially as and for the purpose described.

2. In combination with a fore carriage, coustructed as stated in thefirst claim, the steeringgear.

day of July, 1871.

M. A. HALSTED.

Witnesses:

OcTAvIUs KNIGHT, JAs. L. EWIN.

